Control apparatus



April 26, 1949. R. STEV EN S CONTROL APPARATUS 2 Sheets- Sheet 1 File o. April 28, 1944 INVENTOR Ry R. Stevens A TTO RNE Y April 26, 1949. STEVENS, v I 2,468,245

CONTROL APPARATUS Filed April 28, 1944 2 Sheets-Sheet 2 INVENTOR R0 R- Stevens A TTORNE Y Patented Apr. 26, 1949 CONTROL APPARATUS Roy R. Stevens, Forest Hills, Pa, assignor to The .Westinghouse Air Brake Company, Wilmerding, .Pa., a corporation 'of Pennsylvania ApplicationApril .28, 1944, Serial No. 533,145

Claims.

This invention relates to control apparatus and more particularly to meansfor controlling operation of a plurality of internal combustion engines.

Certain ships are provided with a plurality of propulsion engines, suchas of the Diesel type, and it is desirable attimes to-employ'all of the engines for propulsion, while at other times less than all of the engines will provide adequate power for propulsion, under which latter condition it may be desirable to have the other engine or engines, not being used for driving the ship, operating at minimum or idling speed and instantly available to provide additional power for propulsion, if such is desirable.

Diesel engines are usuallycapable of continuous operation at a certain high speed which however is less than their maximum sped. The engines can be operated at their maximum speed only intermittently in order to avoid damage to the engines. In case of emergency, such for example as a ship answering a fire call, it is however desirable to be able to operate the .engines at their maximum speed. It is also desirable to prevent indiscriminate operation of the engines at maximum speed. Further, as in case of a fire, it may be desirable to employ one of the engines for operating a fire pump while retaining the other engine orengines for propulsion purposes.

The principal object of the invention is therefore the provision of an engine control apparatus arranged to meetall of the above requirements or conditions.

According to thisobject the control apparatus is arranged to provide for control of the engines for propulsion purposes from either of two control stations, such as the engine room on a ship and from a remote control station such as the pilot house; the control station being selected by the engineer in :the engine room. The engineer is provided with means-whereby he may at will cut out any engine-and, if he so desires, operate that engine independently of another engine or engines which maybestill employed -for propellingthe ship. The engineer is also provided with means to limit'the speed of the'engines, that is, to allow the engine or engines .to be operated at their top speed for continuous operation, or at their maximum speed .for intermittent operation. The engineer being constantly aware of the operating condition of the engines may therefore limit the use of the-maximum speed as required to protect the engine-or engines against damage, and thus completelyrelieve the-pilot of concern for the engines.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings; Fig. l is a diagrammatic view, partly in section and partly in outline, of a control apparatus embodying the invention; Fig. 2 is a vertical sectional View of a self-lapping control valve device shown in side elevation in Fig. 1; and Fig. 3 is a View, partly in section and partly in outline, of another selflapping control valve device shown in elevation in Fig. 1.

Description In Fig. 1 of the drawings the reference numerals l and 2 indicate two internal combustion engines, for example of the Diesel type, which may be arranged to propel a ship directly, or the engines may operate generators for generating electric power to be used for operating electric propulsion motors. The manner in which the power of the two engines might be employed for propelling a ship is immaterial to the invention.

Each of the engines 1 and 2 is provided with a fuel control shaft 3 which is adjustable to different positions by a lever 4 for varying the amount of fuel supplied to and thereby the speed or power output of the individual engine. This control of the fuel supply to the engines may be direct, or the levers imay control the adjustment of a fuel control speed governor normally employedwith engines of this type.

At each engine the fuel control lever A may have an idling position, in which it is shown in the drawing, to provide for operation of the engine at a minimum or idling speed. The fuel control lever 4 may be moved from this idling position to a position such as indicated by a line 5 for increasing the supply of fuel to the engine to an amount which will effect operation of the engine at its'top speed for continuous operation, and said lever may be movable past line 5 to a position such as indicated by a line 6, for increasing the fuel supply to the engine to the amount to cause operation thereof atits maximum speed.

Adjustment of the lever 4 at each engine between its idling position and its continuous operation position indicated by line 5 will provide for operation of the engine at any-desired speed from idling to the top speed for continuous speed, while adjustment between the continuous operation position indicated by line 5 and the maximum speed position indicated by line 6 will provide any degree of overspeed in excess of the top continuous speed, as will be apparent.

Each engine is provided with fuel control device I for adjusting the position of the fuel control lever 4. Each of the fuel control devices I may, for the purpose of illustration, comprise a cylinder rigidly associated with the engine and containing a piston 8 connected by a rod IE to the respective fuel control lever 4. The rod H] extends through a non-pressure chamber l I at one side of piston 8 while at the opposite side of said piston is a pressure chamber l2 open to a. control pipe l3 through which fluid under pressure may be supplied to and released from said pressure chamber. A spring [4 in chamber l l acts on pis ton 8 to yieldably oppose pressure of fluid effective in chamber l2. With all fluid under pressure released from the pressure chamber 12, spring l4 will move piston 8 to the position shown in the drawin by moving the fuel control lever 4 to its engine idling position. Upon supply of fluid to chamber l2 at a pressure which exceeds the opposing force of spring [4 the piston 8 will move to a position in which the pressure of fluid is counterbalanced by the increased pressure of said spring, for thereby moving the fuel control lever 4 out of idling position to a position correspondin to the pressure of such fluid. It will thus be seen that by providing fluid at different selected pressures in pressure chamber [2, the fuel control lever 4 may be adjusted to provide any selected amount of fuel to the engine to thereby obtain any desired degree of speed or output of power from the engine, while upon complete release of fluid from said chamber the speed or power output of the engine will be reduced to minimum.

At each engine the pipe I3 leads to a magnet operated cut-out valve device It which comprises a casing having a chamber I! open to said pipe and containing a double seating valve I8 arranged to control communication between said pipe and chambers l9 and 28 which are open, respectively, to an individual speed control pipe 2| and to atmosphere through a passage 22. The valve I8 is connected to a solenoid 23 which is operable upon energization to actuate said valve to close communication between pipe l3 and chamber l9 and for opening pipe l3 to the atmospheric passage 22 for releasing fluid under pressure from pressure chamber [2 in the respective speed control device 1. Upon deenergization of the solenoid 23 a sprin 24 is operable to actuate Valve I8 to close communication between pipe [3 and the atmospheric passage 22 and to open said pipe to the control pipe 2|. The solenoid 23 is arranged in a circuit including a battery 25 and a switch 26 whereby closure of said switch will effect energization of the solenoid and opening of the switch deenergization. The switch 26 for each of the two engines is arranged for operation by the engineer.

At each engine, the speed control pipe 21 leads to an individual control valve device 28 which also is arranged for operation by the engineer. Each of the control valve devices 28 comprises, for the purpose of illustration, a plug valve 29 contained in a casing and rotatable therein by a handle 30 to two different control positions which may be called a multiple control position, and an individual control position, since, in the multiple control position, the speed of all engines is arranged to be controlled in unison, while in the individual control position the engines will .4 be arranged for independent or individual control. In the drawing the handle 38 for each control valve device 28 is shown in its multiple control position, while its individual control position is indicated by a line 3|.

Each plug valve 29 is provided with a T-shaped passage 32 which, in the multiple control position of handle 38, connects the individual speed control pipe 2| to a master speed control pipe 33. In the individual speed control position of handle 38 communication is closed between pipe 33 and the respective pipe 2 l and the latter pipe is connected by passage 32 to a pipe 34' leading to what may be called an engineers independent control valve device 35. In the multiple control position of handle 38 pipe 34 is lapped by the respective plug valve 29.

The master speed control pipe 33 leads to a master speed control valve device 3'! which may be of any suitable structure to provide any desired pressure of fluid in said pipe. By way of example the valve device 37 may be substantially the same as a, self-lapping valve device fully disclosed in a copending application of Harry C. May, Serial No. 523,656 filed February 24, 1944 now Patent No. 2,381,222, and assigned to the assignee of the present appplication. Since reference may be had to this copending application this device will be described in the present application only in such detail as required for an understanding of the present invention.

Briefly, the speed control valve device 31 comprises (Fig. 2) a casing containing two spaced coaxially arranged flexible diaphragms 38 and 3B which are rigidly clamped in the casing around their peripheral edges. Between the two diaphragms is a chamber 48 arranged to be constantly supplied with fluid under pressure from a fluid pressure supply pipe 4|. At the opposite 40 face of diaphragm 39 is a chamber 42 open to atmosphere through a breather device 33, while at the opposite side of diaphragm 38 is a control chamber 4'4 open through a choke 45 to a chamber 46 which is connected to the master speed control pipe 33. A stem 41 extending through chamber 40 has one end rigidly clamped to the diaphragm 39 centrally thereof while its opposite end is rigidly clamped to diaphragm 38 centrally thereof by means includin a nut 48 contained in chamber 44'.

The nut 48 has a projection 49 slidably mounted in the adjacent end of a sleeve 58. The sleeve 50 is arranged in coaxial relation with diaphragms 38 and 35 and is pressed into aligned bores provided in opposite walls of chamber 25, and is provided with one or more radial ports 5| connecting said chamber to a chamber 52 formed between the end of projection 49 and one side of a, plunger 53 which is mounted to slide in said sleeve.

The stem 41 has a chamber 55 formed below the nut 48, which chamber is in constant communication with chamber 40 through one or more passages 56. The chamber 55 contains a fluid pressure supply valve 5'! having a fluted stem 58 extending through a suitable bore in nut 48 in the direction of plunger 53, said nut being provided with a seat for engagement by said valve. The valve 51 is thus arranged to control communication between chambers 55 and 48 and chamber 52, and a spring 59 in chamber 55 acts on said valve for urging it to its seated or closed position.

In chamber 52 the end of the supply valve stem 58 is engaged by a fluid pressure release |valve 60 which has a fluted stem 6| .slidably mounted in a bore provided axially in a dependingportion of plunger 53 and extending through said bore into a bore 52 of larger diameter. A spring seat 63 in bore 32 engages the end of the release valve stem 6! and is engaged by one end of a coil spring 84, the opposite end of which spring engages a follower 55 mounted in the plunger 53. The plunger 53 is provided with an annular groove in which is disposed a sealing ring 65 having a sealing contact with said plunger and sleeve 50 for preventing leakage of fluid under pressure from chamber 52 past said plunger to a chamber 51 at the opposite side of said plunger. Chamber 6'! is open through one or more'ports 68 in bushing 50 to the atmosphere and is also connected by one or more ports 39 in plunger 53 to bore 62 within said plunger.

The sleeve 50, it will be noted, extends above the casing. The plunger 53 is provided with a part 13 having sliding contact with an inturned shoulder H provided at the upper end of said sleeve, which part extends beyond said shoulder and the end of said sleeve. An operating screw 12 is secured by screw-threaded engagement in the outer end of the part In of plunger 53 and a nut 13 on said screw is provided for engagement with the end of part Ill to secure said screw in an adjusted position. Below the lock nut 13 a spring seat 14 is secured to the part 10 of plunger-53 in any suitable manner as by a ring 15 and this seat is engaged by one end of a coil type bias spring 16. This spring encircles the portion of sleeve 53 projecting from the casing and its opposite end is supported onthe casing. The spring 16 is precompressed and is constantly efl'ective on seat 14 with a certain relatively small degree of force for urging said seat and thereby plunger 53 in a direction away from the release valve 30.

In chamber 40 is a control spring 11 encircling the stem 41 and bearing at one end against the seat 18 secured to said stem, while the opposite end of said spring is supported on a shelf 19 in the casing. This shelf has one or more ports 3%] providing communication between the adjacent face of diaphragm 39 and the fluid pressure supply chamber 40. With diaphragm 38 in the position shown in Fig, 2 the spring 11 is adapted to be fully expanded and said spring is adapted to oppose with increasing force, deflection of said diaphragm from this position in the direction of diaphragm 33.

The casing of the device is provided with a bracket 8! carrying a fulcrum pin 82 upon which is rockably mounted an intermediate portion of a control lever 83. One end of this lever engages the operating screw 12 while the Opposite end is provided with a roller 84 as shown in Fig. 1, which roller contacts the peripheral surface of a cam 85 constituting a part of an engineers maneuvering and speed control structure which will be later described.

With lever 83 in the position shown in Figs. 1 and 2 of the drawings, the adjusting screw 12 and plunger 53 will be maintained in the positions in which they are shown in Fig. 2 by spring 15, the diaphragm 38 will occupy its low pressure position as shown in the drawings, and spring 64 will hold a release valve .60 open with the supply valve closed by spring 59.

Assuming now that fluid under pressure is supplied to chamber 40 through pipe 4|, it will be noted that pressure of this fluid on diaphragm 38 will be counteracted by its pressure on the diaphragm 39.

i If now the operator desireszto supply fluidun- 'der pressure to the master speed control pipe 33 he .will movethe operating screw 12 in the direction of diaphragm 38 by rocking the lever 83 in a clockwise direction, as viewed in the drawings. This movement of screw 12 and thus of plunger 53 will be relative to the release valve 69 until the end of said plunger contacts said valve'for closing communication between the speed control pipe 33 and bore 62 in the plunger, which bore is open to atmosphere. Further movement of screw i2 and plunger 53 will then act through the release valve 50 to open the supply valve 51, whereupon fluid under pressure supplied to chamber 40 will flow past said supply valve to chamber 52 and thence to chamber and the speed control pipe 33. As fluid under pressure is thus supplied to chamber 45 it will also flow through choke 45 into chamber 443 above the diaphragm 38, said choke being effective to prevent the pressure of fluid increasing in chamber 44 substantially ahead of that in the device or devices I connected to the speed control pipe 33.

The pressure of fluid thus provided in chamber 44 will act to deflect diaphragm 38 against the opposing pressure of control spring 11 and, after movement of the regulating screw 12 and plunger 53 has ceased, this deflection of diaphragm 38 will be relative to the supply valve 51 and finally move nut 48 into seating contact with said valve to prevent further supply of fluid under pressure to chamber 46, pipe 33 and chamber 44. It will thus be seen that control spring 11 cooperating with the pressure of fluid in chamber 44 on diaphragm 38 will limit the pressure of fluid provided in the speed control pipe 33 according to the displacement of the regulating screw 12 and plunger 53 from their normal or low pressure positions in which they are shown in the drawings.

If the operator desires to increase the pressure of fluid effective in the speed control pipe 33 he will move the regulating screw 12 further in the direction of the flexible diaphragms for again unseating the supply valve 51. Fluid under pressure will again flow past the supply valve to the speed control pipe 33 and when the pressure in said pipe and in chamber 44 is increased to a degree sufficient for deflecting diaphragm 38 to a position for again seating the supply valve 51 further flow of fluid to said pipe will be prevented to again limit the pressure acting in said pipe in accordance with the adjustment of screw 12 inwardly of the device from its normal position. By suitable increments of adjustment of the screw 12 from its normal or low pressure position shown in the drawing in the direction of the flexible diaphragms, the pressure of fluid may thus be increased in the speed control pipe 33 in any desired increments.

Upon a certain maximum displacement of screw 12 from its normal position, the deflection of diaphragm 38 by pressure of fluid effective in the speed control pipe 33 and in chamber 44 will be limited to a degree to prevent seating of the supply valve 51, as for instance, by engagement between a follower 86 engaging the lower side of the diaphragm 48 and a shoulder 81 in the casing. With the supply valve 51 thus maintained opened whatever pressure of fluid is effective to the supply pipe 4| and in chamber 40 will become eflective in the speed controlpipe 33.

If the operator now desires toreduce the pres- SUIBlOf fluid in thespeed control pipe 33 hewill actuate lever 83 in a counterclockwise direction to permit movement of the adjusting screw 12 by spring 16 in a direction away from the diaphragms. Since, at this time, the pressure of fluid efiective in chamber 44 will be counter-balancing the pressure of control spring 11, this movement of the adjusting screw 12 and thereby of plunger 53 will be relative to diaphragm 38 and thus relative to the release valve 68 due to the action of spring 64 on the stem of said valve. The plunger 53 will thus be moved out of seating contact with the release valve 68 whereupon fluid under pressure will flow from the speed control pipe 33 and chambers 49 and 44 past the release valve to atmosphere and as fluid pressure is thus released from chamber 44 the control spring ll will deflect the diaphragm 38 in the direction of plunger 53. If the operator limits movement of plunger 53 to a position short of its normal position, then the deflection of diaphragm 38 will move the release valve 68 toward and finally into seating engagement with its seat on the end of said plunger so as to limit the release of fluid under pressure from pipe 33 and chamber 44 and thus hold in said pipe and chamber a pressure corresponding to the position of the adjusting screw 12. Further movement of the adjusting screw 12 by spring 16 will permit plunger 53 to again move out of contact with the release valve 68, whereupon a further release of fluid from pipe 33 and chamber 44 will occur. The control spring 11 will then again deflect diaphragm 38 in the direction of plunger 53 and in case said plunger is stopped still short of its normal position, the diaphragm 38 will again seat the release valve 68 in a new position of the diaphragm corresponding to that of plunger I2 for again limiting the reduction in pressure of fluid in said pipe in accordance with said position. Further movements of adjusting screw 12 by spring 16 will allow further reductions in pressure in pipe 33, while upon return of said adjusting screw to its normal position a complete release of fluid from said pipe will occur due to the fact that the control spring 11 will become fully expanded without moving the release valve 68 into contact with its seat.

It will now be seen that suitable adjustments of regulating screw 12 either in opposition to or by spring 78, will provide corresponding pressures of fluid in the speed control pipe 33, and that upon a maximum degree of displacement of plunger 72 from its normal position, the supply valve 5'! will be held open to permit equalization of the pressure of fluid in the supply pipe 4| into the speed control pipe 33.

The supply of fluid to the supply pipe 4| is arranged to be controlled and limited in degree of pressure by an engineers overspeed control valve device 98. The device 98 may be identical to the speed control valve device 31 except that chamber 46 is connected to pipe 4| while chamber 48 is connected to a fluid pressure supply pipe 92 which in use will be constantly supplied with fluid at any desired pressure, such as seventy-five pounds. Moreover, the casing is provided, around the bias spring 78, with a cylindrical portion 9| having internal, relatively coarse screwthreads, and meshing with these threads is an adjusting nut 92a. An adjusting screw 93 is screw-threaded centrally through the outer closed end of nut 92a and its inner end contacts a button 94 provided in the end of plunger 53 in place of the regulating screw 12 of the structure shown in Fig. 2. A lock nut 95 provided on the adjusting screw 93 is arranged for contact with the nut 92a to secure the screw 93 inan adjusted position. Mounted over the lock nut 95 and an extension 96 of the adjusting nut 92a is an adjusting'member or hand wheel 97 which is secured by a lock screw 98 to said nut so that said nut may be turned by said member or wheel. The adjusting nut 92a is provided around its closed endwith a collar 99 arranged to contact a shoulder'l 88 in the cylindrical portion 9| of the casing to limit inward movement of said nut, while outward movement of said nut is arranged to be limited by contact between said collar and a flange |8| provided on a split ring I82 having screw-threaded engagement with the cylindrical portion 9| externally thereof.

With the flange 99 on the adjusting nut 92a in contact with shoulder I88 the screw 93 is so adjusted as to cause operation of the overspeed control valve device 98 to supply fluid to pipe 4| at a certain maximum pressure, such for example as seventy-five pounds and which may be the same as that provided in pipe 92. The split ring |82 is then adjusted on the cylindrical portion 9| of the device so that with collar 99 in contact with flange |8| the device 98 will provide in pipe 4| fluid at a pressure such as sixty-five pounds. For normal control of the speed of the two engines, i. e., when it is desired to limit the speed of said engines to the top speed for continuous operation, the hand wheel 9! will be adjusted to the position defined by contact between flange 99 and flange |8|.

The engineers independent control valve device 35 may be identical to the overspeed control valve device 98 except that it will be so adjusted as to permit the engineer to supply fluid from pipe 92 to pipe 34 at any desired degree from atmospheric pressure to the maximum such as seventy-five pounds.

For controlling operation of the master speed control valve device 3'! an engineers maneuvering and speed control device is provided which comprises a shaft I83 that is rotatable manually by a hand wheel I84. This wheel has a neutral or Stop position in which it is shown in the drawing and is rotatable therefrom in either one or an Ahead direction or in the opposite or an Astern direction, as indicated by appropriate legends in Fig. 1 of the drawings. Immediately adjacent and at each of the opposite sides of Stop position is a zone of movement of wheel I84 designated by the legend Maneuvering for controlling the starting, stoppin and reversing of the engines by apparatus not shown in the drawing and not pertinent to the invention, and beyond each of these Maneuvering zones there is a zone of movement designated by the legend Speed control for controlling the speed of the engines. Since the invention is limited to apparatus for controlling the speed or power output of the engines, the means shown in the drawing as operable by the shaft I83 is limited to such control, said means comprising the cam which is arranged for rotation with said shaft by the hand wheel I84.

The cam 85 is provided with a peripheral surface for contact with roller 84 on the end of lever 83. This surface comprises a portion of constant radius of a length permitting movement of the hand wheel I84 from Stop position in either direction through the Maneuvering zones without moving the regulating screw 12 of the master speed control device 31 out of its normal position. Beyond each end of this portion of the cam 85 there is a surface 85a of increasing radius for operating lever 83 to displace the screw I2 into the device 31 a distance proportional to the extent of movement of the hand wheel I 04 into the respective Speed control zone in a direction away from Stop position. Maximum displacement of the regulating screw i2 will be obtained upon rotation of hand wheel I04 in either direction to the end of the respective Speed control zone most remote from Stop position. It will be apparent that by suitable adjustment of hand wheel I04 by the engineer in either Speed control zone, the speed regulating device 31 may be operated to provide any desired pressure of fluid in the master speed control pipe 33, between atmospheric pressure and the maximum degree.

A gear I05 is mounted on and secured to shaft I 03 for turning same. The teeth on this gear are in mesh with teeth on a gear sector I05 mounted to turn on a pin l M which is fixed with respect to the shaft I03. The gear sector I05 is connected by a link I03 to a power motor I09 of any suitable fluid pressur controlled type which is arranged to be controlled from a remote control station for adjusting shaft 3 without manual operation of the engineers hand wheel 504.

For the purpose of illustration the motor I09 may be substantially like that disclosed in my copending application Serial No. 488,041, filed May 22, 1913, now abandoned, assigned to the assignee of the present application and which comprises means including a power piston-rod II 2 connected to link I 09 for actuating same to adjust the gear sector I06.

Operation of the power motor l09'to adjust the shaft E03 is arranged to be controlled by pressure of fluid in two control pipes H6, In. With both of these control pipes open to atmosphere the piston rod II2 will assume a neutral position for positioning shaft 503 in Stop position. Upon supply of fluid at a certain pressure to pipe M5 while maintaining pipe III open to atmosphere, the motor I09 will act to turn shaft 03 from Stop position in the Ahead direction to the opposite end of the respective Maneuvering zone, whil a further increase in pressure of fluid in said pipe will cause operation of the motor to turn the shaft into the adjacent Speed control zone an amount in proportion to the degree of pressure increase. A certain maximum pressure of fluid in pipe Hi5 will cause operation of motor I to turn shaft 533 in the Ahead direction to the end of the Speed control zone most remote from Stop position. Positioning ofshaft I03 at the Astern side of Step position may be obtained by operation of motor 109 in a similar manner upon providing fluid at proper pressures in pipe II'I while maintaining pipe H open to atmosphere.

Pipe M5 leads to a control valve device H8 which may be identical to the master speed control valve device 4'! except for the type of operating lever M9. In contrast to the master speed control device, one end of lever H9 is fulcrmed to the casing of the device-while an intermediate portion. engages the regulating screw :13. In the opposite end of lever I I9 is a roller which engages the peripheral surface of a 52! which is mounted on a shaft I22 for rotation therewith.

The control pipe ill is connected to a control valve device E23 which is identical to the control valve device I8 and thus provided with a lever IE9 in the'end of which is a roller I20 engaging the peripheral surface of a cam I24 also secured to shaft I22 for rotation therewith. The cam I24 is identical to the cam I2I but reversely arranged on shaft I22.

A fluid pressure supply pipe I25 connected to the two control valve devices I I8 and I23 is supplied with fluid under pressure from the supply pipe 92 through a cut-out valve device I26. This device may comprise a plug valve I21 and an operating handle I28 for turning said valve to a pilothouse control position in which it is shown in the drawing, or to an engine-room control position indicated by a line I29. A T- shaped passage I30 in the plug valve I21 esta-b lishes communication between pipes 92 and I25 in the pilot-house control position of said valve and handle I28, While in the engine-room control position indicated by line I29 this communication is closed and passage I30 connects pipe I25 to an atmospheric vent port I3I for thereby releasing all fluid pressure from the control valve device I I3 and I23 and from the power motor I09.

The shaft I22 is arranged to be operatedby a gear I34 which is operatively connected by an endless chain I35 to two gears I36 and I3! which are rotatably mounted ona fixed portion not shown. A hand operated lever I38 is connected to gear I36 for operating same to turn gear I34 and shaft I22, while a hand operated lever I39 is connected to gear I31 for operating same'to turn gear I34 and shaft I22. It will be noted that the two levers I38 and I39 will operate in unison upon operation of either. These two levers constitute pilots control means for controlling maneuvering and speed of the engines and are intended for location in the pilot-house of a ship, one at either side thereof.

Each of the manually operated levers I38 and I39 has a neutral or Stop position in which it is shown in Figs 1 of the drawings, and at either side of this position there is a Maneuvering zone and beyond each Maneuver'ing. zone is a Speed control zone, as indicated by lines and legends in Fig. 1, it being noted that said levers have the same control positions and zones of movement as the engineers hand wheel I04.

The cam I24 is so designed as to effect operation of the control valve device I23 to gradually increase the pressure of fluid in pipe I" for controlling operation of the power motor I09, as the pilots control levers I33 and I39 are moved from Stop position in the Ahead direction, while, under this condition, the cam I2I will per= mit operation of the control valve device H8 to maintain pipe H3 open to atmosphere. The power motor I09 is adapted to respond to pressure of fluid thus provided in pipe II'I by the time the pilots control levers I38 and I39 are moved to the end of the Maneuvering zone-in the Ahead direction to turn shaft I03 and cam to the same position as said shaft wouldobtain upon movement of the engineers control wheel I04 to the corresponding position. Upon further movement of the pilots control levers i313 and I39 in the Ahead direction, i. e'., out of' the Maneuvering zone into the adjacent Speed control zone, the control valve device I23 will increase the pressure of fluid in' pipe I'I'I proportionately, to cause operation of motor I09 to correspondingly change the position of control shaft I53 and cam 85. The maximum speed position of the control shaft I03 will be obtained upon movement of the pilots control levers I38 and I39 in the Ahead direction to the end of the Speed control zone most remote from Stop position. It will thus be seen that by adjustment of the pilots control lever I 38 and I39 in the "Speed control zone at the Ahead side of "Stop corresponding adjustment of shaft I03 and cam 85 on the engineers maneuvering and speed control shaft I03 will be obtained. 7

On the other hand, if the pilot moves the levers I 38 and I 39 in the opposite or Astern direction from Stop position the valve device II8 will act to supply fluid to pipe H6 at a pressure corresponding to the position of said lever, while the valve device I23 will open pipe I I1 to the atmosphere, whereby shaft I 03 of the engineers maneuvering and speed control device will be correspondingly positioned.

In operation, let it be assumed that the cutout valve device I26 is in the pilot-house control position shown in the drawing supplying fluid under pressure from pipe 92 to pipe I25 and thence to the power motor I09 and control valve device I I8 and I 23. Let it further be assumed that the pilots control levers I38 and I39 are in their Stop positions as shown in Fig. 1 under which condition both of the, valve devices IIB and I23 will be conditioned to open pipes I I6 and I I1 to the atmosphere so that the power motor I09 will cause the gear sector I06, gear I05, shaft I03 and thereby the engineers control wheel I04 to assume their corresponding or Stop position.

With the control wheel I04 and shaft I03 in Stop position, the master speed control valve device 31 will open pipe 33 to atmosphere, so that with the engineers control valves 28 in their multiple control positions as shown in Fig. 1, and with the solenoids 23 deenergized, pressure chambers I2 in the two fuel control devices 1 will be open to atmosphere. The fuel control arm 4 at each engine will then occupy the minimum speed or idle position shown in Fig. 1.

Let'it also be assumed that the engineers overspeed control valve device 90 is adjusted as shown in Fig. 3 in order to supply fluid from pipe 92 to pipe 4| at the reduced pressure of sixty-five pounds above-mentioned.

With the apparatus conditioned as just described, if the pilot desires to move the ship forwardly he will move levers I 38 and I39 from Stop position in the direction indicated by the legend Ahead through the Maneuvering zone to the Speed control zone and this operation will cause starting of bothof the engines by means not shown in the drawing and which are immaterial to the invention. It is merely desired to point out however that when the levers I 38 and I39 reach the end of the Maneuvering zone adjacent the Speed control zone the engines will be started and the cam 85 will be so positioned that the master speed control valve device 31 will still be opening pipe 33 and thereby pressure chambers I2 in the fuel control devices I to atmosphere. The two fuel control devices 1 will therefore function to cause adjustment of the fuel control levers 4 to supply fuel to the engine in a quantity to permit operation of the engines at the minimum or idling speed.

If the pilot now desires to accelerate the two engines, he will move levers I 38 and I39 further in the Ahead direction into the Speed control zone and this will cause operation of cam I24 and valve device I23 to effect operation of the power motor I09 to correspondingly operate cam 85. This operation of cam 85 will in turn cause operation of the master speed control device 31 to provide fluid in pipe 33 at a pressure corresponding to the position of the pilots control levers I 38 and I39 and this pressure, being effective in pressure chambers I2 of the two fuel control devices 1 on the two engines, will cause adjustment of the fuel control levers 4 out of their idling position in the direction of lines 5 to positions corresponding to the position of the pilots control lever. The engines will thus accelerate in unison to a speed determined by the position of the pilots control lever.

Further movement of the pilots control lever, into the Speed control zone will effect a correspondingly greater movement of the fuel control levers 4 On the two engines away from their idling positions and thus a corresponding increase in speed or power output of the two engines. Movement of the pilots control levers I38 and I39 in the Ahead direction to the extreme end of the Speed control zone will condition the master speed control valve device 31 so that the supply valve 51 therein will remain open, whereupon the maximum pressure of fluid effective in pipe 4| will become effective through pipe 33 in pressure chambers I2 of the two fuel control devices 1, and this pressure of fluid will actuate the pistons 8 to move the fuel control arms 4 on the engines to the positions indicated by lines 5 in order that both engines will operate at their top speed or output for continuous operation.

If the operator now desires to reduce the speed or output of the engines, he will move levers I38 and I 39 back in the direction of the Stop position and the master speed control device 31 will operate to correspondingly reduce the pressure of fluid in pressure chambers I2 of the fuel control devices 1, so that the speed of the two engines will be proportionately reduced Turning of the pilots control levers I 38 and I39 to the end of the Speed control zone adjacent Stop position will cause reduction in speed or output of the engines to minimum or idling, as will be apparent.

If the pilot now desires that the ship move in the opposite or astern direction, he will move the levers I38 and I39 in the direction indicated by the legend Astern and with said levers at the end of the Maneuvering zone adjacent the respective Speed control zone, the engines will be started in the reverse direction and will operate at minimum idling speed. Further movement of levers I38 and I39 into the "Speed control" zone will then accelerate the engines in accordance with the position of said levers in said zone. Movement of lever I38 and I 39 to the extreme end of the Speed control zone at the Astern side of Stop position will allow fluid, at the pressure in pipe 4|, to become efiective in the speed control pipe 33, in order that both engines will operate at their top speed or output for continuous operation, while return of said lever through the Speed control zone in the direction of Stop position will reduce the speed of the engines according to the position of said levers in said zone. Turning of levers I 38 and I39 to the end of the Speed control zone adjacent the respective Maneuvering zone will cause the speed of the engines to reduce to idling, as will be apparent.

In the operation just described, the overspeed control valve device was assumed to be in the condition shown in Fig. 3 to limit the pressure of fluid in pipe 4| to the lower degree of 65 pounds, and this pressure effective in the fuel control de- 13 vices I, in the maximum spcedpositions of the pilot's control levers I'38 and" I39"; will'niove the fuel control levers 4* only to the positions indicated by'lines 5 to obtain thetop speed-of the engines for continuous operation as above mentioned. It is desired topoint-out, however, that by suitable adjustment of the pilots control levers I38 and I39, any desired speed of the engines from idling to the top speed for continuous operation can be obtained, butthe pilotcannot increase" the engine speed above this top speed since it is limited by the pressure of fluid provided in. pipe: 4!.

Now if it should be desired to operate the engines at an even greater speed thanthe top speed for continuous operation, the engineer may operate the overspeed valve device 90' to increase the pressure of fluid supplied to pipe 41, and since the supply valve 51 of the master speed: control valve device 31 will be open under this condition, this increased pressure of'fiuid will become effective in pipe 33 and thus in the two fuel control devices I at engines I and 2. This increased pressure of fluid provided in the fuel control devices I will then act to move the fuel control levers past the lines 5' in thedirection of' lines 6 to positions corresponding to the'increase in pressure of fluid.

Should the engineer adjust the overspeed valve device 90 to provide the maximum permissible pressure offiuid' in pipe M, as might be obtained by an adjustment of said device to maintain pipe 92 open to pipe 4Iz, this pressure effectivethrough the master speed control device 31 in the fuel control devices I will move the fuel. control levers 4 to the positions indicated by lines-6- to thereby provide for operation of both engines at their maximum speed or output. By proper adjustment of the overspeed control valve device- 90; it will be seen that the engineer can increase the pressure of 'fluid in pipe 4| in any desired number of increments from that normally provided up to the maximum, and canalso reduce thispressure in any desired number of increments, in order that any desireddegree of overspeed of the engines I and 2 may be obtained, or the d'egree'of overspeed may be limited, in case of necessity, or the overspeed can be completely out out, if desired.

This overspeed control of the engines is under the control of the engineer who will be constantly aware of the operatin condition of the engine, so that the degree and use of overspeed may be limited as required to protect the engines against damage, and furtheigit relieves the pilot of the ship of any concern over the engine condition;

In case the power of both engines is not required for propelling the ship, either engine may be disconnected from the master speedcontrol device 3'! and allowed to operate at idling speed by closing of the respective engineers switch 25 whereupon pressure chamber I2 in the respective fuel control device I will be opened to atmosphere to allow movement of the respective fuel control lever 6 to its idling position. Subsequent closure of the switch 26 will again connect the respective fuel control valve device 7 to the master speed control device 27, so that the engine'wi'll accelerate to the speed corresponding to the adjustment of the master control device 3! and' thus to the speed of the other engine.

If desired, the engineer may remove either engine from control by the pilot and control it independently for operating. auxiliary apparatus,

such as a fire pump. In case the engineer should thus desire to out out the control of engine I bythepilohhe will turn the: plug valve 29; from the position shown. in Fig. 1 to that in which handl'etll will be in the position indicated'by line 3L This will close communication between the master speed control pipe 33 and the respective pipe 2 I to render the fuel control device I of engine 2 nonresponsive to the master speed com trol device 3 whichdevice however remains connected to control operation of engine i. In this p'osition'of plu valve 29 for engine 2 the respective pipe 21 is connected to pipe 34 and the engine'ers control valve device 35. The engineer by operation of the control valve device 35 may then vary the pressureof fluid in the fuel control device l. on engine 2' independently of engine I' and thus operate engine 2 at whatever speed hemay desire. Return of the plug valve 29 for engine 2 to the position shown in Fig. 1, will render the engineers control device 35 ineffective to control engine 2, and engine 2 will then be reconnected for control to the master speed control device 31. Likewise, engine I'by suitable manipulation of the respective plu valve 29 may be disconnected from the master speed control device 31 and'connected to theengineers speed control device 35 for controi by the engineer independently of engine 2 as controlled by the: pilot, while return of this plug valve tothe position shown in the drawing will restore control of engine I to the pilot, as will be evident.

Both of the plug valves 29 may be operatedif desired or necessary to remove the control of both engines from the pilot and place both. under control. of the engineers control device 35, while returnof the plug. valves 29 to the positions shown in Fig. I will: restore the control of both engines tothe pilot.

In case of necessity or desire the engineer may take over all control of the engines, that is, control of starting, and speed as above described in connection with the pilots control. To take over thiscontrol the engineer will turn the plug valve IE 'I- from its pilot house control position shown in the drawing to its engineers control'position in which the lever I28 will occupy the position indicated by the line I29. In this latter position of plug valve it? the supply of fluid to pipe I25 will be-cut oil and said pipe opened to atmosphere. With pipe I25 opento atmosphere, all fluid pressure will be released from the control valve devices IIS and I23 and from the power motor I09 whereby piston rod IIZ of said motor may be reci-procated' by operationof the engineers hand wheel I94. The engineer by suitable operation of the handwheel I t may then control the startingof the engines in either direction and subsequently the speed of the engines, in a manner which will be apparent from the above description I of pil-ots control.

Summary It will now be seen that I have provided a control system for a plurality of'cngines embodying means for controlling the engines either from a local station or a remote station in unison, or fromsaid local station individually. While the enginesare under the control of the remote station either may be removed from such control, and, if' desired, operated individually and independently under control from the local station. The system provides at the remote station for control of engine speed from minimum speed up to a top speed'for continuous operation. Overspeed of the engines may be obtained, but the control of overspeedis at all times under thecon-trolof the 15' engineer who is constantly aware of the condition of the engines and thus in a position to limit the use and degree of overspeed to safeguard the engines.

Having now described my invention, what I claim as new and desired to secure by Letters Patent, is:

1. An apparatus for controlling the speed or power output of an internal combustion engine comprising in combination, speed control means adjustable by fluid under pressure to vary the speed of said engine in proportion to the pressure of such fluid, one control means adjustable to vary the pressure of fluid in said speed control means within a certain range of pressures, and a second means adjustable to increase the pressure of said fluid in said speed control means to a degree above the maximum pressure in said range.

2. An apparatus for controlling the speed or power output of an internal combustion engine comprising in combination, speed control means adjustable by fluid under pressure to vary the speed of said engine in proportion to the pressure of such fluid, one control means adjustable to vary the pressure of fluid in said speed control means within a certain range of pressures, and a second means operable to adjust the pressure of said fluid in said speed control means in another and higher range of pressures.

3. An apparatus for controlling the speed or power output of an internal combustion engine comprising in combination, speed control means adjustable by fluid under pressure to vary the speed of said engine in proportion to the pressure of such fluid, one control means adjustable to vary the pressure of fluid in said speed control means within a certain range of pressures, and a second means operable to adjust the pressure of said fluid in said speed control means in a different range of pressures.

4. An apparatus for controlling the speed or power output of an internal combustion engine comprising in combination, speed control means adjustable by fluid under pressure to vary the speed of said engine in proportion to the pressure or such fluid, one control means adjustable to vary the pressure of fluid in said speed control means, and a second control means adjustable to limit the maximum pressure of fluid providable by said one control means in said speed control means to either of two different pressures.

5. An apparatus for controlling the speed or power output of an internal combustion engine comprising in combination, speed control means adjustable by fluid under pressure to vary the speed of said engine in proportion to the pressure of such fluid, a source of fluid under pressure, a fluid pressure supply pipe, a self-lapping pressure regulating means adjustable to provide fluid from said source in said pipe at a certain pressure less than the pressure in said source and also adjustable to provide fluid from said source in said pipe at a greater pressure, and a selflapping control valve means adjustable to supply fluid from said pipe to said speed control means and to limit the degree of such pressure to any desired pressure up to said certain pressure and being operable upon operation to provide said certain pressure of fluid in said speed control means to maintain open communication between said pipe and said speed control means.

6. An apparatus for controlling the speed or power output of an internal combustion engine comprising in combination, fuel governing means idling position and operable when subject to fluid at a certain pressure to adjust said fuel governing means to said second position and operable whensubject to fluid at a still higher pressure to adjust said fuel governing means to said overspeed position, a'sourc'e of fluid under pressure, manually adjustable overspeed control means for controlling supply of fluid under pressure from said source to a supply pipe and having one adjustment for limiting pressure of fluid in said supply pipe to said certain pressure and having another adjustment for limiting pressure of fluid in said supply pipe to said greater pressure, and manually controlled self-lapping valve means operable to release fluid under pressure from said fluid pressure controlled means and to supply fluid under pressure from said supply pipe to said fluid pressure controlled means and having a maximum pressure condition for maintaining open communication between said supply pipe and said fluid pressure controlled means.

7. An apparatus for control-ling the speed or power output of an internal combustion engine comprising in combination, fuel governing means having an engine idling position, a second position for efiecting operation of said engine at a top speed for continuous operation and a third or overspeed position, said apparatus comprising in combination, fluid pressure controlled means for controlling said fuel governing means and operable when not subject to fluid under pressure to adjust said fuel governing means to said idling position and operable when subject to fluid at a certain pressure to adjust said fuel governing means to said second position and operable when subject to fluid at a still higher pressure to adjust said fuel governing means to said overspeed position, a source of fluid under pressure, manually adjustable overspeed control means for controlling supply of fluid under pressure from said source to a supply pipe and having one adjustment for limiting pressure of fluid in said supply pipe to said certain pressure and having another adjustment for limiting pressure of fluid in said supply pipe to said greater pressure, manually controlled self-lapping valve means operable to release fluid under pressure from said fluid pressure controlled means and to supply fluid under pressure from said supply pipe to said fluid pressure controlled means and having a maximum pressure condition for maintaining open communication between said supply pipe and said fluid pressure controlled means, manually operable valve means operative to supply fluid from said source to said fluid pressure controlled means up to said maximum pressure and also operable to release fluid under pressure from said fluid pressure controlled means, and selector means operable to connect said fluid pressure controlled means to either one of said manually controlled self-lapping. valve means or said manually operable valve means and to disconnect said fluid pressure controlled means from the other.

8. In combination, a source of fluid under pressure, a fluid pressure supply pipe, automatic fluid pressure regulating means comprising adjustable means and operable to provide fluid from said source in said pipe at a chosen maximum pressure for one adjustment of said adjustable means and operable to reduce the pressure in said pipe to and then maintain the pressure in said pipe at a certain pressure less than said maximum pressure for another adjustment of said adjustable means, means operable to selectively adjust said adjustable means, a device adjustable by fluid under pressure, a self-lapping valve structure controlling a fluid pressure supply communication between said pipe and device and conditionable to provide any pressure in said device from atmospheric pressure to said certain pressure and operable when conditioned to provide said certain pressure in said device to maintain open said communication, and means operable to adjust said valve structure.

9. An apparatus for regulating the speed or power output of an engine comprising in combination, a source of fluid under pressure, speed regulating means for said engine adjustable by fluid under pressure to vary the speed or power output of said engine in proportion to the pressure of such fluid, self-lapping control valve means operable to regulate the pressure of fluid in said speed regulating means, cam means operable to control operation of said control valve means, manually operable means connected to and operable to control said cam means, power means operable by fluid under pressure from said source to also control said cam means and being operable by said manually operable means upon the release of such fluid under pressure, manual control means arranged to control the pressure of fluid on said power means, and valve means controlling the supply of fluid under pressure from said source to said power means and operable to out 01f such supply and to release fluid under pressure from said power means.

10. An apparatus for regulating the speed or power output of an engine comprising in combination, a source of fluid under pressure, speed 18 regulating means for said engine adjustable by fluid under pressure to vary the speed or power output of said engine in proportion to the pressure of such fluid, self-lapping control valve means operable to supply fluid under pressure from said source to said speed regulating means for adjusting same, cam means operable to control operation of said control valve means, manually operable means connected to and operable to control said cam means, power means operable by fluid under pressure from said source to also control said cam means and being operable by said manually operable means upon the release of such fluid under pressure, manual control means arranged to control the pressure of fluid on said power means, and valve means controlling the supply of fluid under pressure from said source to said power means, but not to said control valve means, and selectively operable to either supply fluid under pressure from said source to said power means, or to cut off the supply of fluid under pressure to said power means and to relieve said power means of pressure of fluid.

ROY R. STEVENS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date Re. 16,295 Down Mar. 23, 1926 1,895,477 McCune Jan. 31, 1933 2,028,379 Davis Jan. 21, 1936 2,053,023 Daly Sept. 1, 1936 2,062,824 Rockwell Dec. 1, 1936 2,103,274 Sanford Dec. 28, 1937 2,232,038 Stone Feb. 18, 1941 2,243,781 Thornhill May 27, 1941 2,331,800 Rockwell Oct. 12, 1943 2,366,606 Fites Jan. 2, 1945 2,388,045 Eaton Oct. 30, 1945 

